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Committee(s) Dated:
Planning and Transportation – for decision Resource Allocation Sub Committee – for information
30 April 2019 2 May 2019
Subject: Local Implementation Plan (LIP) Delivery Plan 2019/20 to 2021/22
Public
Report of: Director of the Built Environment
For Decision
Report author: Samantha Tharme – Department of the Built Environment
Summary This report covers the provision of Transport for London funding to the City of London Corporation. It seeks approval for the formal adoption of the City Corporation’s Local Implementation Plan (LIP) Delivery Plan for 2019/20 to 2021/22 (Appendix 1). The LIP Delivery Plan and City of London Transport Strategy form the City Corporation’s third LIP. The LIP is a statutory document that sets out how the City Corporation will deliver the Mayor of London’s Transport Strategy. It must be adopted and submitted to TfL to enable the receipt of TfL funding over the next three years. The draft LIP Delivery Plan was approved by this committee in November 2018. Consultation on the LIP Delivery Plan ran alongside the Transport Strategy consultation. All comments received from TfL (Appendix 2) have been addressed in the final document. No other comments on the draft Delivery Plan were received.
Recommendation Members are asked to:
• Approve the LIP Delivery Plan 2019/20 – 2021/22.
Main Report
Background 1. Under Section 159 of the Greater London Authority Act 1999, TfL is empowered to
provide grants to London boroughs and the City for the provision of safe, efficient and economically viable transportation facilities and (or) services to, from or within Greater London.
2. The City of London Corporation’s Local Implementation Plan (LIP) is a statutory document that sets out how the City Corporation will support the delivery of the Mayor’s Transport Strategy (MTS). It must be adopted and submitted to TfL to enable the receipt of TfL funding over the next LIP 3-year period. The City of London Transport Strategy and LIP Delivery Plan will act as the City Corporation’s LIP.
3. There is good alignment between the Transport Strategy and the MTS, which seeks to improve London’s streets to make them healthy, inclusive and safe, provide a good public transport experience and support the delivery of homes and jobs.
LIP Delivery Plan 4. The LIP Delivery Plan 2019/20 to 2021/22 is attached in Appendix 1. This follows
a template provided by TfL and details the projects that will be funded in full or in part by TfL over the next three years.
5. The draft LIP Delivery Plan was approved by this committee in November 2018. Consultation the draft LIP Delivery Plan ran alongside the Transport Strategy consultation.
6. TfL provided minor comments on the draft LIP Delivery Plan. These have been
addressed in the final document and are summarised in Appendix 2. No other comments of the draft LIP Delivery Plan were received
7. The Delivery Plan has also been updated to reflect the City Corporation’s successful bid for £3.25 million of Liveable Neighbourhood funding to contribute to the cost of delivering transport and public realm improvements in the City Cluster.
8. Each year the City Corporation is required to separately submit an annual spending
submission. The Annual Spending Submission for 2020.21 will be submitted to this Committee and Resource Allocation Sub Committee at the appropriate time (usually autumn).
Corporate & Strategic Implications 9. The use of TfL grants will support the delivery of the City of London Corporate Plan,
and in particular the ‘People are safe and feel safe’ and ‘We are digitally and physically well connected and responsive’ priorities. The projects are also aligned with the draft Transport Strategy and the Department of Built Environment Business Plan.
Conclusion
10. The City Corporation’s LIP will consist of the City of London Transport Strategy and LIP Delivery Plan for 2019/20 to 2021/22. Subject to approval, both documents will be submitted to TfL to enable the receipt of funding over the next three years
Background papers
• Draft LIP Delivery Plan 2019/20 to 2021/22 (Planning & Transportation Committee, 20 November 2018)
Appendices
• Appendix 1: Local Implementation Plan (LIP) Delivery Plan 2019/20 to 2021/22
• Appendix 2: TfL comments on draft LIP Delivery Plan
Samantha Tharme
Department of the Built Environment
T: 020 7332 3160
Appendix 1: City of London Local Implementation Plan 2019/20 to 2021/22
1
City of London Corporation
Local Implementation Plan Delivery Plan
2019/20 – 2021/22
April 2019
2
Contents
Contents 2
Introduction 3
1. Policy Context. 5
2. City of London Transport Strategy delivery of MTS Outcomes. 8
3. Linkages between Delivery Plan and Mayor’s Transport Strategy outcomes 11
4. Three-year programme for TfL funding 14
* Provisional requests 18
Supporting commentary for the three-year programme 19
5. Proposed funding strategy – 3-year programme 24
6. Delivery Plan Medium to Long-term Programme 26
7. TfL Business Plan 32
8. Risks to the delivery of the three-year programme 34
9. Monitoring the delivery of the outcomes of the Mayor’s Transport Strategy 38
3
Introduction
The City of London Transport Strategy sets the 25-year framework for future investment in, and management of, the Square Mile’s streets and for improvements to transport connections.
The Transport Strategy along with this Local Implementation Plan Delivery Plan make up the City of London Corporation’s Local Implementation Plan (LIP). The LIP is a statutory document (prepared under Section 145 of the GLA Act) that sets out how the City Corporation will support the delivery of the Mayors Transport Strategy (MTS).
The Transport Strategy and LIP Delivery Plan were developed to meet the needs of the City’s traveling public and align the City Corporation’s projects and programmes with the policy framework of the MTS. In accordance with Transport for London guidance the LIP Delivery Plan includes details of how projects will contribute to meeting the MTS priorities and further details of the projects that will be funded through the TfL’s grant funding to the City Corporation.
The City of London Transport Strategy sets out in more detail the rational and context for the City’s transport outcomes and each of the related proposals to deliver them INSERT LINK. The final Transport Strategy was adopted by the Court of Common Council XX. The LIP Delivery Plan was adopted by the Planning and Transportation Committee on XX.
An Integrated Impact Assessment is submitted as a separate document INSERT LINK. (Requirement 5).
4
Consultation and democratic process to adoption.
The democratic process for formal adoption of the LIP is set out below:
Draft Transport Strategy approved for consultation
Planning and Transportation Committee 30 October 2018
Draft LIP Delivery Plan approved for consultation
Planning and Transportation Committee 30 November 2018
LIP Delivery Plan adoption
Planning and Transportation Committee XX
Transport Strategy adoption Planning and Transportation Committee XX
Policy and Resources XX
Court of Common Council XX
The draft LIP Delivery Plan was published alongside the Transport Strategy for consultation from December 2018 to January 2019. This included sending notice of the consultation to neighbouring boroughs, the City of London Police, the Environment Agency and the City of London Access Group. Natural England were consulted via the IIA process.
Details of responses to the draft Transport Strategy are set out in the Phase Three Engagement Report INSERT LINK. Only TfL responded to the draft LIP Delivery Plan consultation, suggested changes have been incorporated.
5
1. Policy Context.
Regional policy
There are a number of regional policy documents, in addition to the Mayor’s Transport Strategy, that have been considered in
preparing the City Corporation’s LIP:
• The Mayor of London River Action Plan (2013): This plan outlines a number of specific measures to be taken by TfL to
help boost the number of river trips in line with achieving the Mayor’s target of 12 million passenger journeys a year by 2020.
The City of London Transport Strategy sets out proposals to optimise use of the River (see proposals 38 and 48).
• A City for all Londoners (2016): This report sets out the Mayor’s strategic vision for London. The document does not
include specific policies but gives an indication of the priorities of the Mayor. The overarching Healthy Streets Approach to
managing the street network is a key part of the Mayor’s vision and is fully embraced in the City of London Transport
Strategy.
• Environment Strategy (2018): This plan addresses all matters affecting the quality of London’s Environment. Those
relevant to transport are also embedded in the Mayor’s Transport Strategy. The proposals in the City of London Transport
Strategy include measures to address air pollution and noise resulting from transport (proposals 29 to 37).
• Housing Strategy (2018): The Local Plan will meet the London Plan housing target of 146 new homes per year, as well as
seeking 35% affordable housing on site. New homes will continue to be guided to sites in or near existing residential areas
and we will seek to protect residential amenity. The connectivity proposals in the City of London Transport Strategy
(proposals 47 to 51) seek to enable travel to work by sustainable modes.
6
City of London policy
The following is a list of the relevant City of London Policy and documents that the LIP is guided by and support.
• City of London Local Plan 2015 and Draft Local Plan 2036
• City of London Air Quality Strategy 2015 -2020 and Draft 2019 – 2024
• City of London Noise Strategy 2016 – 2026
• City of London Road Danger Reduction and Active Travel Plan
• The Thames Strategy Supplementary Planning Document
• City of London Public Realm Supplementary Planning Document
• Freight and Servicing Supplementary Planning Document
The City of London Corporate Plan outcomes are grouped under three themes as below, and the Transport Strategy proposals support these as follows:
It will help the City contribute to a flourishing society by:
• Making streets safer and reducing the number of traffic related deaths and serious injuries.
• Enabling people to walk and cycle and reducing the negative health impacts of transport.
• Ensuring streets are accessible to all and provide an attractive space for the City’s diverse community to come together.
A thriving economy will be supported by:
• Enabling the City to continue to grow and accommodating the associated increase in demand for our limited street space.
• Improving the quality of streets and transport connections to help attract talent and investment.
• Helping create a smarter City, that supports and enables innovative transport technology and other mobility solutions.
The Strategy will help shape outstanding environments by:
• Advocating for improved local, national and international transport connections.
• Reducing motor traffic levels to enable space to be reallocated to walking, cycling, greenery and public spaces.
• Improving air quality and reducing noise from motor traffic.
• Ensuring streets are well maintained and resilient to natural and man-made threats
7
Integrated Impact Assessment
The City of London commissioned LUC to undertake separate Integrated Impact Assessments (IIA) of its Transport Strategy and LIP Delivery Plan. Both documents can be found on our website INSERT LINK
IIA brings together Sustainability Appraisal (SA) incorporating Strategic Environmental Assessment (SEA), Equality Impact Assessment (EqIA) and Health Impact Assessment (HIA) into a single assessment process. It is designed to ensure that the plan preparation process maximises the contribution that a plan makes to sustainable development and minimises any potential adverse impacts. SEA is also a statutory assessment process, required under the SEA Directive, transposed in the UK by the SEA Regulations (Statutory Instrument 2004, No 1633). The SEA Regulations require the formal assessment of plans and programmes which are likely to have significant effects on the environment and which set the framework for future consent of projects requiring Environmental Impact Assessment (EIA).
LIP Delivery Plan IIA - outcomes and recommendations
The IIA has identified the potential for significant positive effects for all the projects contained with the Delivery Strategy apart from Legible London and principal road renewal. No significant negative effects have been identified as a result of the projects in the Delivery Strategy, and, as a result, no mitigation is required. Cumulatively, the projects within the Delivery Plan are expected to have positive effects on the baseline in relation to achievement of all the IIA objectives apart from education and heritage, for which negligible effects are anticipated (although there is some uncertainty with regard to heritage). These positive effects are, for the majority of IIA objectives expected to be enhanced when the Delivery Plan is considered in combination with the Transport Strategy and the draft London Plan.
One recommendation for an addition to the Delivery Plan has been included (EV charging infrastructure impact on the built environment). No other changes were recommended as a result of the IIA process.
8
2. City of London Transport Strategy delivery of MTS Outcomes.
The City of London Corporation’s Transport Strategy and LIP Delivery Plan were developed to meet the needs of the City’s traveling public and align the City’s projects and programmes with the policy framework of the MTS, including the overarching mode share aim and each of the nine outcomes. The City of London Transport Strategy sets out in more detail the rational and context for the City’s transport outcomes and each of the related proposals to deliver them. The Strategy is available our website INSERT LINK. An overview of the context in relationship to the Mayor’s Transport Strategy is given in this section.
The overarching MTS outcome of Changing the Transport Mix, aiming for 80% of trips by public transport, on foot or cycle, is
already exceeded in the Square Mile. The City does however appreciate its role in delivering a quality end of journey environment
and enabling those trips passing through the City by these modes to be more efficient and pleasant. Additionally, the shift of freight
to alternative modes and consolidation is still required. All of the City’s Transport Strategy Outcomes play a role in delivering
against this overarching objective.
The City’s Transport Strategy outcomes which are relevant and support each of the 9 MTS outcomes is set out below.
Outcome 1: London’s streets will be healthy and more Londoners will travel actively by:
• Making the Square Mile’s streets great places to walk and spend time by prioritising the needs of people on foot and; and by
enabling more people to choose to cycle by making conditions safer and more pleasant.
• Making the Square Mile more accessible and championing step-free access for all stations in the City
• Minimising the impacts of streetworks and other disruption on users of the City’s streets
Outcome 2: London’s streets will be safe and secure by
• Eliminating death and serious injuries from our streets through speed reduction, improved safety of vehicles and safer
behaviours;
• Making the Square Mile’s streets great places to walk, prioritising the needs of people on foot; and enabling more to choose
to cycle by making conditions safer
9
• Maximising the opportunities presented by new transport technologies while avoiding negative impacts and unintended
consequences
Outcome 3: London’s streets will be used more efficiently and have less traffic on them by
• Making the most efficient use of street space, reducing motor traffic and in particular the number of delivery and servicing
vehicles
• Prioritising the needs of people on foot and enabling more to choose to cycle
• Maximising the opportunities presented by new transport technologies while avoiding negative impacts and unintended
consequences
Outcome 4: London’s streets will be clean and green by
• Improving air quality and reduce noise by encouraging and enabling the transition to zero emission capable vehicles
• Making the Square Mile’s streets great places to walk and spend time by delivering world-class public realm
Outcome 5: The public transport network will meet the needs of a growing London by:
• Working with TfL, national government and transport providers to improve local, national and international transport
connections to the Square Mile
• Maximising the opportunities presented by new transport technologies
Outcome 6: Public transport will be safe, affordable and accessible to all
• Making the Square Mile more accessible, championing step-free access for all stations in the City
Outcome 7: Journeys by public transport will be pleasant, fast and reliable
• Making the most efficient use of street space, reducing motor traffic and in particular the number of delivery and servicing
vehicles
10
• Minimising the impacts of streetworks and other disruption
• Maximising the opportunities presented by new transport technologies
Outcome 8: Active, efficient and sustainable travel will be the best option in new developments
City Planning Policy, supported by the Transport Strategy, requires developments to support and improve sustainable travel
to new and redeveloped sites and make financial contribution to improvements to the transport network including for those
walking and cycling, supporting MTS Outcome 8.
Outcome 9: Transport Investment will unlock the delivery of new homes and jobs
In a wider context improving transport connections externally to the City does also support MTS Outcome 9.
11
3. Linkages between Delivery Plan and Mayor’s Transport Strategy outcomes
Linkages between LIP projects and programmes and the Mayor’s Transport Strategy outcomes
Project / Programme
MT
S m
od
e
sh
are
MTS outcomes
Imp
rovin
g a
ctive,
eff
icie
nt and
susta
inable
mo
de
share
No 1
: A
ctive
No 2
: S
afe
No 3
: E
ffic
ient
No 4
: C
lean &
Gre
en
No 5
: C
onnecte
d
No 6
: A
ccessib
le
public
tra
nsport
No 7
: Q
ualit
y
public
tra
nsport
Nos 8
& 9
:
Susta
inable
Gro
wth
/Unlo
ckin
g
Programme name
Barbican & Golden Lane Zero Emission Zones
City Cluster Zero Emission Zone
Streets Accessibility Standard
12
City-wide 15mph – scheme development &
implementation
Healthy Streets minor schemes: pedestrian priority,
accessibility, cycling and road danger reduction
Legible London City-wide roll out
Puddle Dock Pedestrian safety and route severance
scheme
Riverside Walkway – Globe View section
Mansion House Station walking and public realm
improvements
100 Minories public realm enhancements
City Cycle Network Phase 1 minor schemes
Road Danger Reduction campaigns, behaviour
change and community engagement
13
Kerbside uses review
Lunchtime Streets
City Cluster scheme implementation – junction
improvements and Healthy Streets improvements and
pedestrian priority, walking streets (£3m total bid into
22/23)
Principal road renewal
Implementation of bus priority in Heathy Streets minor
schemes; and TfL bus priority schemes
City Cycle Network Phase one, including: CS1 – CS6
Holborn Circus to Bishopsgate via Bank
EV charge points – GULCS/Rapids programme
14
4. Three-year programme for TfL funding
This table summarises the projects that will be funded in part or in their entirety by TfL funding in the period 2019/20 – 2021/22.
Funding in 2022/21 and 2021/22 is indicative and dependent on TfL’s business planning process.
TfL FUNDING 2019/20 TO 2021/22 Allocated
2019/20 £k
Indicative
2020/21 £k
Indicative
2021/22 £k
LOCAL TRANSPORT INITIATIVES
City Cluster and Barbican & Golden Lane Zero Emission Zones 50 50 50
Streets Accessibility Standard 50
City-wide 15mph – scheme development 50
City-wide 15mph – education and enforcement 50
Sub-total 100 100 100
15
TfL FUNDING 2019/20 TO 2021/22 Allocated
2019/20 £k
Indicative
2020/21 £k
Indicative
2021/22 £k
CORRIDOR, NEIGHBOURHOODS & SUPPORTING MEASURES
Healthy Streets minor schemes: pedestrian priority, accessibility,
cycling and road danger reduction 100 100 350
Legible London City-wide roll out 215 290
Puddle Dock Pedestrian safety and route severance scheme 185 200
Riverside Walkway – Globe View section 100
Mansion House Station walking and public realm improvements 40 60
100 Minories public realm enhancements 100
City Cycle Network – Phase 1 minor schemes 280
City-wide 15mph – implementation 100
16
TfL FUNDING 2019/20 TO 2021/22 Allocated
2019/20 £k
Indicative
2020/21 £k
Indicative
2021/22 £k
Road Danger Reduction campaigns, behaviour change and
community engagement 90 90 90
Kerbside uses review 110
Lunchtime Streets 40 60 80
Sub-total (including Local Initiatives) 980k 1,000 1,000
17
DISCRETIONARY FUNDING
City Cluster scheme implementation – junction improvements
and Healthy Streets improvements and pedestrian priority,
walking streets (£3.25m to 22/23)
100 1,150 1,000
Principal road renewal 102 105 104
Bridge strengthening tbc tbc Tbc
Sub-total 202 1,255 1,104
TfL FUNDING 2019/20 TO 2021/22 Allocated
2019/20 £k
Indicative
2020/21 £k
Indicative
2021/22 £k
STRATEGIC FUNDING
Bus Priority
Implementation of bus priority in Heathy Streets minor schemes;
and TfL bus priority schemes 50 25 25
18
London cycle grid (Quietways programme)
City Cycle Network Phase one, including: CS1 – CS6 Holborn
Circus to Bishopsgate via Bank 800 850
Mayor’s Air Quality Fund
City Cluster and Barbican & Golden Lane Zero Emission Zones* 50 50 50
Other
EV charge points* 50 50 75
Sub-total 950 975 150
All TfL funding 2,132 3,230 2,254
* Provisional requests
19
Supporting commentary for the three-year programme
In accordance with Transport for London guidance the Delivery Plan summarises how each project will contribute to meeting the MTS priorities and further details of projects that will be funded thorough the TfL’s grant funding to the City Corporation.
LOCAL TRANSPORT INITIATIVES
City Cluster and Barbican & Golden Lane Zero Emission Zones: The City has set air quality improvement as a high priority and
aims to bring in higher standards by 2022 in the City Cluster which has the highest concentration of people working, and therefore
on the street at many times of day. The second area, Barbican and Golden Lane Estate has a high concentration of residents and
will see more daytime visitors using the streets with the development of the Culture Mile. The current air quality monitoring and
projections of air quality after the introduction of the ULEZ in 2019 show that further interventions are required to bring pollution
down and work to the international health-based standards, as recommended in the MTS.
Streets Accessibility Standard: Through working with residents, workers and access groups we will define an accessibility
standard that goes above and beyond existing accessibility requirements. This ensures that people of all abilities who use our
streets have an environment where they can travel comfortably and confidently. This project supports the delivery of MTS proposal
1, reviewing removal of street furniture, improving pavements, introducing more raised tables and seating and provision for non-
standard cycles.
City-wide 15mph speed limit: The City would like to introduce a 15mph limit across all streets. Evidence shows that the severity
of accidents is significantly reduced at slower speeds. The project includes implementation of the scheme, accompanied by
education and enforcement which should help deliver against the Vision Zero aim.
20
CORRIDOR, NEIGHBOURHOODS & SUPPORTING MEASURES
Healthy Streets minor schemes: Schemes will be delivered which create Healthy Streets. Providing more space for walking and
cycling, better accessibility for all users and road danger reduction working towards Vision Zero. Small schemes will be identified
which meet this objective and are deliverable in the short term.
Legible London City-wide roll out: The City supports the programme of the ‘Legible London’ as developed by TfL to introduce
comprehensive signing across its area. Particularly as this compliments the City’s ambition to make the Square Mile a world class
walking city, making it more accessible and attractive to move around on foot.
Puddle Dock Pedestrian safety and route severance scheme: Priority pedestrian route improvement and scheme to address
severance and safety at Upper Thames Street, to access riverside.
Riverside Walkway – Globe View section: This section of the Riverside has been closed for many years as it is not a continuous
route. This means that the walkway is currently diverted onto the busy and polluted Thames Street. By completing and enhancing
this section of walkway and linking it to the adjacent development, the completion of the Thames Path will be enabled and a
continuous and accessible walkway along the Thames provided.
Mansion House Station environs: Proposals include improvements to key walking routes including routes to the station to include
widening footways and accessibility improvements along with public realm improvements focussed on Little Trinity Lane that will
deliver an enhanced green public space incorporating seating, lighting and noise and pollution mitigation measures.
100 Minories public realm enhancements: Proposals include the formation of a brand new green public space to replace under-
utilised carriageway space at Crescent, along with a new north-south walking route through the new development that will improve
routes to the station and accessibility improvements.
City Cycle Network – Phase 1 minor schemes: Minor scheme proposals will be developed which assist in providing better
connections identified as necessary to provide a relaxed, connected and safer City Cycle Network.
21
Kerbside uses review: In order to manage the street space more efficiently and reduce traffic overall (particularly private motor
vehicle trips) we wish to undertake a detailed kerbside use review. This will look at all aspects of kerbside use, including loading
activity for freight, taxi circulation and stopping and other parking activity.
This review will enable us to identify the current inefficiencies, rationalise use, identify solutions to optimise the efficiency of
kerbside for essential traffic, provide more space and infrastructure for people walking and cycling, and deter private motor vehicle
trips. This will include using emerging technology for real time management of kerb space. This supports the Mayors objectives of
reducing traffic and more efficient use of road space.
Road Danger Reduction campaigns, behaviour change and community engagement: A series of campaigns, programmes
and events to influence the attitudes of road users. To achieve reductions in KSIs, and work towards the Mayor’s Vision Zero a
change of culture is required. Empathy towards other road users and understanding of their behaviours reduces conflict and
collisions. Attitudinal surveys will be taken annually to measure the impact over time. These will include: Be Brake Ready –
campaign to drivers and riders – include on street actions, multi-media campaign
The Active City Network (ACN) has been established with the aim of getting more people walking and cycling more safely.
Lunchtime Streets: ‘Lunchtime Streets’ pilots timed closures on a busy pedestrian environment during the lunchtime peak. St
Mary Axe is an example where there is a high density of pedestrians at lunch, together with complaints about traffic and a history of
injuries. This will be organised in summer 2019. The event will offer an opportunity to work with businesses in the area to improve
the public realm and trial retiming and reduction of the number of vehicles. Further events in other local streets will be organised,
with an objective of a rolling programme of at least three streets with this activity over the summer months by 2022
City Cluster Liveable Neighbourhood: The area defined as the City Cluster is where there is a high density of office space, with
further future growth, therefore attracting high volumes of people on foot. This expanding area needs to consider more efficient
ways of using street space to prioritise it for people walking and therefore better management of deliveries and reduction in freight
vehicles. The opportunity to close streets completely to vehicles at peak pedestrian times is likely and provision of better public
realm and green space to improve the environment is the ambition. This will match the Healthy Streets approach of the MTS.
22
A zero emission zone is also included for this area to be introduced in 2022 to address air quality which is currently breaching
recommended levels based on both national and international health based standards for PM and NO2. This will assist in reaching
the more stringent standards for PM as set out in the MTS.
Work required in advance includes traffic modelling and detailed analysis of loading and servicing requirements to buildings, in
order to reduce and better manage vehicles in the area. Junction improvements will give greater priority and safety to people
walking. This approach helps deliver on the Vision Zero for accidents, more active travel, better accessibility and reduction in
traffic.
City Cluster scheme implementation will focus on junction improvements and Healthy Streets improvements – walking streets and
pedestrian priority (£3.25m total bid into 22/23). Further improvements for a comprehensive project will be undertaken with
developer contributions, subject to further approval by City Corporation committees.
Principal road renewal: Priorities for the next 3 year period have been identified for Newgate Street (Old Bailey to King Edward
Street); this was previously deferred from this year due to long-term utility works; Holborn Viaduct (Snow Hill to Shoe Lane Bridge);
previously deferred due to then unknown extent of waterproofing of viaduct sections; and London Wall (Westbound: Moorgate to
Wood Street), (Eastbound: Aldersgate Rotunda to Wood Street). These priorities are based on current life-cycle, current physical
conditions and forecasted conditions over the next three years. Quality of principal roads assists in providing a network for a good
quality pleasant public transport experience in line with the MTS outcome 7.
STRATEGIC FUNDING
Bus Priority: We will undertake feasibility works for existing schemes identified by TfL to mitigate the impact of the roads
modernisation plan on bus journey times. Furthermore, we will also identify opportunities to deliver bus priority to support use of
public transport with in our healthy streets minor schemes. This supports the bus priority programme (page 58, TfL Business Plan)
and MTS proposals 58 + 59.
London cycle grid (Quietways programme) - City Cycle Network Phase 1: Through assessment of requirements to provide a
relaxed, connected and safer City Cycle Network the two schemes for Holborn Circus to Bishopsgate via Bank, and King William
Street, Bank to Monument, also make the connections as identified by TfL London cycle grid. Thus, supporting the MTS outcomes
23
for more active travel and enabling cycling from further outside the Square Mile, in line with the ambition to more sustainable mode
share across London.
Mayor’s Air Quality Fund - City Cluster and Barbican & Golden Lane Zero Emission Zones: Part funding of the Zero Emission
Zones is sought from the Mayor’s Air Quality Fund, schemes as explained above.
GULCS/Rapids programme – Electric vehicle charge points: EV charge points will be needed to support the two areas
proposed for Zero Emission Zones as proposed by the City for 2022, and the anticipated Central London Zero Emission Zone for
2025. The location of further charge points will be decided in conjunction with prioritisation for taxi and freight vehicles. Where
possible the design of charging points to be sensitive to the streetscape and public realm, although the priority for charge points is
to be off-street. Enabling infrastructure supports the MTS ambition for a zero carbon city and meeting air quality targets for NO2
and PM.
24
5. Proposed funding strategy – 3-year programme
The potential funding sources for the Delivery Plan are set out below, including funding from TfL, contributions from the City’s own
funds, and funding from developer contributions (S106, S278 and CIL). Once the City Department of the Built Environment project
review is completed, additional projects will be included in the programme and therefore the total funding will be increased, with
those projects delivered through City and other funds.
Funding source 2019/20
£k
2020/21
£k
2021/22
£k
Total
£k
TfL funding
Corridors & Supporting Measures and Local Transport Initiatives 980 1,000 1,000 2,980
Discretionary funding 202 1,255 1,104 2,561
Strategic funding 950 975 150 2,075
Sub total 2,132 3,230 2,254 7,616
City funding
Parking revenue 1,000 444 1,444
25
Funding source 2019/20
£k
2020/21
£k
2021/22
£k
Total
£k
Other sources of funding
S106 1,590 1,070 697 3,357
S278 610 380 800 1,790
CIL 0 100 300 400
Third party contributions 470 610 650 1,730
Total 5,802 5,834 4,701 16,337
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6. Delivery Plan Medium to Long-term Programme
The table below summarises the programmes that the City of London is anticipating delivering up to 2041. These programmes will
be subject to a detailed prioritisation process in line with the Transport Strategy, Local Plan and City of London Corporate Priorities.
For the final approved Transport Strategy Delivery Plan and Local Implementation Plan a more detailed programme of projects for
delivery up to 2021/22 will be provided which will be in addition to those under the TfL funded programme. All projects are subject
to City Corporation approval processes, including relevant Committee and Sub-Committee approval. The total cost includes
delivery beyond the current Plan period, funding sources are for all years of the project and may vary year-by-year.
Project Project description
Anticipated
completion
date
Funding
sources
Estimated
Total cost £k
Link to MTS outcomes
Sustainable
logistics centre
Co-location major suppliers in a single
warehouse, alongside consolidation,
waste collection and courier services.
First three years of funding are for
feasibility and scheme development.
Delivering two last mile logistics hubs in
underutilised City Corporation assets
2030
2025
CoL TBC
Outcome 3 & 4: By
reducing the amount of
deliveries by traditional
freight vehicles, the road
space will be used more
efficiently and there will
be an overall motor
traffic reduction, also
resulting in a reduction
27
by 2022. A further three hubs will be
delivered by 2025
in vehicle related
emissions.
City Cycle Network
Phase 1
Including:
We will deliver the Bishopsgate to
Blackfriars (including improvements at
Mansion House junction) and CS1 to
Monument Junction sections by 2025.
2025
CoL
TfL
Developer
contributions
8,000
Outcome 1 & 2, Healthy
streets; and active
travel, Safe and Secure:
by providing a
comprehensive network
through the City streets
to complement the
Strategic Cycle network,
we aim to make cycling
more attractive thus
increasing the level of
active travel and reduce
road danger to cyclists
City Cycle Network
Phase 1
• Holborn Circus via Bank including connecting the City Cluster to Cycle Superhighway (CS) 2 and CS6
• CS3 to St Paul’s via the City Cluster and London Wall (in conjunction with planned network improvements at St Paul's Gyratory)
• Monument Junction to CS4 via London Bridge in partnership with TfL
2030
CoL
TfL
Developer
contributions
TBC
Outcome 1 & 2, Healthy
streets; and active
travel, Safe and Secure
28
• CS2 to CS3 via Mansell Street (in partnership with TfL)
Core Cycle
Network – Phase 2
Delivery of remaining core cycle
network.
2035
CoL
TfL
Developer
contributions
TBC
Outcome 1 & 2, Healthy
streets; and active
travel, Safe and Secure
Bank Junction and
surrounding streets
Walking and public realm
improvements. 2025
CoL
Developer
contributions
17,000
Outcome 1, 2, 3 & 4
This scheme will deliver
against a number of
outcomes, providing
high quality public realm
following on from the
reduction in traffic
through the junction; air
quality improvements
have already been
delivered from phase
one of the scheme.
29
Moorgate area
Walking improvements to junction and
surrounding public realm (in
conjunction with Crossrail) and to
streets connecting Moorgate Station,
Liverpool Street Station and the City
Cluster
2025
Developer
contributions
Crossrail
9,500
Outcome 1, 2 & 5
The scheme should
deliver more space for
people walking and
reduce road danger; it
also supports the
greater connectivity of
public transport across a
wider part of London,
supporting the increase
in people using
Moorgate Station as a
result of the Crossrail
programme
Culture Mile
Delivery of public realm improvements
to support Culture Mile;
and Beech Street public realm, traffic
management improvements
2026
CoL
Developer
contributions
20,000
Outcome 1, 2, 3, 4
Improvements include
the removal of traffic
and addressing air
quality in the area tied
with supporting
developments through
Smithfield and the new
Centre for Music.
30
Museum of London
roundabout, St
Paul's gyratory
Removal of St Paul’s gyratory system
and Museum of London roundabout,
including measures to support the
delivery of the Centre for Music
2028 Developer
contributions 27,800
Outcome 1, 2, 3, 4
This scheme will deliver
more space and comfort
for people walking and
cycling; the severance
created by the gyratory
road system and
associated road danger
will be removed and the
area will be less
dominated by traffic.
City Cluster
Delivery of the City Cluster Area
Strategy and associated traffic
management and Healthy Streets
measures
2030
TfL
Developer
contributions
20,000 +
Outcome 1, 2, 3, 4
This scheme will provide
more space for people
walking and transform
the way deliveries are
made thus using the
space more efficiently,
reducing the total
number of motor
vehicles and reducing
vehicle related
emissions and pollution.
31
Fleet Street and
Courts Area
Area improvement scheme for Fleet
Street between Chancery Lane and
Ludgate Circus
2025-2040
CoL
Developer
contributions
10,000
Outcome 1, 2, 3, 4
This will deliver a
reduction in air pollution
and the dominance of
traffic along Fleet Street.
Greater space for
people walking, a
healthy streets
approach, will deliver a
better environment for
active travel and more
efficient use of road
space.
32
7. TfL Business Plan
In developing and preparing the Transport Strategy and Delivery Plan we have considered the Mayor’s aspiration to deliver
the major projects in TfL’s Business Plan and the milestones associated with these projects. The following TfL projects have
implications for the City of London. This will be reviewed with the new TfL business plan anticipated in December 2019.
Old Street roundabout
Whilst the physical extent of works on this scheme fall solely within the London Borough of Islington, there are potential
traffic implications to the City of London highway network. We are working with officers from Transport for London and the
London Borough of Islington to identify and resolve any issues which may occur.
Ultra-Low Emission Zone (ULEZ)
Delivery of ULEZ is an important step to improving air quality in the Square Mile and surrounding central London boroughs,
which the City Corporation supports. Supporting works such as signage on the City highway network will be delivered by
Transport for London.
Elizabeth Line
On completion, the Elizabeth Line will make a significant public transport provision improvement to the Square Mile with
access to the new line at Smithfield, Moorgate and Liverpool Street. To support the increased footfall at these sites, the City
of London are delivering improvements at these new ticket halls.
At Smithfield we are widening pavements, improving crossing points and resurfacing all carriageways and footways. At
Moorgate we will close the southern end of Moorfields to vehicles except for those servicing buildings and the area
immediately outside the station will be reinstated with high quality materials and artworks. Moorgate itself will benefit from
slower traffic and improved informal crossings.
33
Liverpool Street will be pedestrianised in the area surrounding the station. This will be supported by wider footways and
improved crossings in Eldon Street, Blomfield Street and Old Broad Street. We will also develop options for improving the
eastern end of Liverpool Street and Old Broad Street north of London Wall to support the increased expected pedestrian
numbers in the area.
Bank Station Update
The Bank Station Upgrade will provide a significant capacity upgrade to Bank station at a platform level as well as new
escalators, a new entrance resulting in a 40% capacity uplift. This will provide much required increased connectivity and
accessibility improvements in the Square Mile.
To support the scheme, the City has closed Arthur Street and Nicholas Lane to traffic whilst works are undertaken and will
support in public realm and highways improvements at the new ticket hall.
Modernisation of the Circle, District, Hammersmith & City and Metropolitan Lines
The modernisation of the sub-surface lines will bring a welcome improvement in public transport capacity to and around the
City. We are undertaking no complementary works to support signalling and rolling stock upgrades.
Deep Tube Upgrade Programme
The Deep Tube Upgrade Programme will bring a welcome improvement in public transport capacity to and around the City.
We are undertaking no complementary works to support signalling and rolling stock upgrades.
DLR Rolling Stock
The new DLR rolling stock will bring a welcome improvement in public transport capacity to and around the City. We are
undertaking no complementary works to support rolling stock upgrades.
34
8. Risks to the delivery of the three-year programme
The principal risks associated with delivery of the TfL funded programme of projects are summarised below together with
possible mitigation actions. Risk registers are being developed for all projects that will receive funding in 2019/20. The
principal project risks will be included in the final version of this Delivery Plan.
Risk Likelihood Potential mitigation measures Impact if not mitigated
Financial
There is a risk that funding
sources, both TfL and other
sources, become unavailable, are
reduced or are not available at the
time they are needed.
L
Seek funding from other sources or
reprofile other projects to allow
funding to be reallocated
Change the project scope to react to
the unavailability or delay in funding to
allow the main elements of the project
to still be delivered
Projects may be delayed, closed
prematurely or removed from the
programme
35
Risk Likelihood Potential mitigation measures Impact if not mitigated
Statutory / Legal
The two main statutory/legal risks
associated with the programme
are:
• Approval is not obtained
from TfL for the exercise of
the Highways Act or Traffic
Management Act Road
powers for affected streets
• Objections are made to
Traffic Order proposals
under the Road Traffic
Regulation Act
L
M
Ensure projects are aligned with the
MTS and engage TfL in the
development of projects
Thorough and early engagement and
consultation with all relevant
stakeholders and interested parties
Projects may be removed from the
programme
Projects may be delayed or
removed from the programme
36
Risk Likelihood Potential mitigation measures Impact if not mitigated
Third Party
The main third-party risks are:
• Stakeholders and interested
parties are disengaged with
the programme
• There is a lack of alignment
with the City of London
aspirations and those of
neighbouring boroughs
M
M
Thorough engagement and
consultation with all relevant groups,
persons and bodies interested and/or
impacted by the programme
Close and collaborative working with
the boroughs of Tower Hamlets,
Hackney, Camden, Islington,
Westminster, Lambeth and
Southwark; including through the
Central London Sub-regional
Transport Partnership
There could be a lack of ownership
and support from the wider
community and/or objections made
to projects.
Projects could conflict with each
other resulting in projects being
delayed or becoming undeliverable
37
Risk Likelihood Potential mitigation measures Impact if not mitigated
Public / Political
Elements of the programme could be
seen as unambitious or too radical by
members
L
Keeping members involved and
engaged early in the development of
projects and keep them up to date
and aware of the aspirations of the
Mayor of London, the Mayor’s
Transport Strategy and our
commitment to its delivery.
Projects do not receive approval
and are delayed or abandoned
Programme & Delivery
Changes in staffing could provide the
following programme and delivery
risks;
• An inadequate level of
resourcing
• A lack of required skills or
knowledge
M
M
Prepare a resourcing plan to manage
and allocate staff time and update
throughout the programme.
Identify where skills/knowledge are
limited in the resourcing plan and
provide training where appropriate.
Delay to the delivery or reduced
quality of projects and programme
Reduced quality of projects and
programme
38
9. Monitoring the delivery of the outcomes of the Mayor’s Transport Strategy
In line with MTS aspirations we are aiming for an active and sustainable mode share target of 99 percent by 2040. This
would make the City one of the cleanest and healthiest central business districts in the world. We have also set targets
against key MTS outcome indicators, summarised in the table below.
The City Corporation will monitor and record delivery indicators and report to TfL annually using Proforma C.
Additionally, the City will report on the local indicators listed in our Transport Strategy. These indicators will be supported by
a City Streets Report published every two years which will provide indicator data updates and an analysis of traffic trends
based on our biennial vehicular and pedestrian counts.
Objective Metric City
target
Target
year Additional commentary
Overarching mode share aim – changing the transport mix
Londoners’ trips to be
on foot, by cycle or by
public transport
Active, efficient and sustainable (walking,
cycling and public transport) mode share
(by City/borough resident) based on
average daily trips. Base period 2013/14 -
2015/16.
97%
99%
2021
2041
The City is working to make the
City a great place for walking and
cycling through numerous
proposals and an emphasis on
prioritising pedestrians on our
streets.
39
Objective Metric City
target
Target
year Additional commentary
Healthy Streets and healthy people
Outcome 1: London’s streets will be healthy and more Londoners will travel actively
Londoners to do at
least the 20 minutes
of active travel they
need to stay healthy
each day
Proportion of London residents doing at
least 2x10 minutes of active travel a day
(or a single block of 20 minutes or more).
70 2041
The City is enhancing its walking
and cycling networks alongside
making every street accessible to
all.
Londoners have
access to a safe and
pleasant cycle
network
Proportion of Londoners living within 400m
of the London-wide strategic cycle network. 100 2041
The planned extension to the City
cycling network alongside
additional TfL strategic cycle
schemes will ensure that nearly
every City property is within 400m
of an enhanced cycling link.
40
Outcome 2: London's streets will be safe and secure
Deaths and serious
injuries from all road
collisions to be
eliminated from our
streets
Deaths and serious injuries (KSIs) from
road collisions, base year 2005/09 (for
2022 target) *
35 2022
The City will adopt a Safe
Systems approach to reducing
road danger to ensure that no
one is killed or seriously injured
on our streets in 2040.
Deaths and serious injuries (KSIs) from
road collisions base year 2010/14 (for 2030
target).
16 2030
The City will adopt a Safe
Systems approach to reducing
road danger to ensure that no
one is killed or seriously injured
on our streets in 2040. This date
(where the MTS date is 2041) is
aligned with the actions in the
Transport Strategy which are set
to deliver a reduction in KSIs.
The Metropolitan Police Service (MPS) introduced a new collision reporting system in November 2016 – the Case Overview
and Preparation Application (COPA). The City of London Police also moved to the Collision Reporting and Sharing
(CRASH) system in October 2015. This has had a number of impacts on the data that is available to Transport for London
(TfL) and the London Boroughs in the ACCSTATS database for collision investigation.
Under the new systems officers use an ‘injury-based assessment’ in line with DfT STATS 20 guidance and online self-
reporting is available. Both of these changes are expected to provide a better assessment of injury occurrence and severity
but have made data collected from November 2016 onwards difficult to compare with earlier data.
41
TfL commissioned the Transport Research Laboratory (TRL) to undertake a back-casting exercise to enable pre-November
2016 data to be compared with post November 2016 data. These initial back cast estimates included the number of people
killed or seriously injured (KSI) for each borough between 2005 and 2017 and this data has been used to update borough
targets to align with those contained in the Mayor’s Transport Strategy, namely a 65% reduction in KSIs by 2022 against the
2006-09 baseline, a 70% reduction in KSIs by 2030 against the 2010-14 baseline and zero KSIs by 2041. The City of
London is not yet able to apply the back-cast estimates as there is not a full 12 months of verified data since the changes to
the reporting system. The City did not introduce the new recording system at the same time as other London authorities.
Revised data should be available by mid-2019.
*The City of London has proposed an alternative trajectory to 2030 and 2040/2041. These figures are reflected in the table for the 2022 target. This
has been discussed in detail with TfL. Once the back-casting exercise, as described below, has been completed to provide a new baseline for
2005/9 and 2010/14 these targets will be adjusted.
42
Outcome 3: London's streets will be used more efficiently and have less traffic on them
Reduce the volume of
traffic in London.
Vehicle kilometres in given year. Base year
2015. Reduce overall traffic levels by 10-15
per cent.
80 million
km 2041
The City is aspiring to reduce
motor traffic volumes by 30% by
2030, and by another 50% on top
of this reduction by 2050.
The Transport Strategy sets
ambitious targets which should
contribute positively to MTS
outcome 3, (Proposal 11) with a
combination of measures
designed to take a proactive
approach to traffic reduction.
Reductions in all types of motor
traffic will be required to meet
this.
Reduce the number
of freight trips in the
central London
morning peak.
10 per cent reduction in number of freight
vehicles crossing into central London in the
morning peak period (07:00am - 10:00am)
by 2026.
N/A N/A N/A
43
Reduce car
ownership in London.
Total cars owned and car ownership per
household, City residents. Quarter of a
million fewer cars owned in London. Base
period 2013/14 - 2015/16.
2,600 2041
The City will support a reduction
in the total number of cars owned
by improving walking and cycling
conditions across the City.
Outcome 4: London's streets will be clean and green
Reduced CO2
emissions.
CO2 emissions (in tonnes) from road
transport within the City. Base year
2015/16.
11,700tn 2041 The City aims to cut all transport
related local air pollution and
carbon emissions to virtually zero
and streets will be quieter more
relaxing places. Together with
wider action to reduce emissions
from buildings and development
this will mean that the City enjoys
some of the cleanest urban air in
the world.
Reduced NOx
emissions.
NOX emissions (in tonnes) from road
transport within the City. Base year 2013. 10tn 2041
Reduced particulate
emissions.
PM10 and PM2.5 emissions (in tonnes) from
road transport within City. Base year 2013. 7/3tn 2041
44
A good public transport experience
Outcome 5: The public transport network will meet the needs of a growing London
More trips by public
transport - 14-15
million trips made by
public transport every
day by 2041.
Trips per day by trip origin. Reported as
3yr moving average. Base year 2013/14 -
2015/16.
12 2041
The City will continue to work with
TfL to improve public transport
connectivity to the City.
Outcome 6: Public transport will be safe, affordable and accessible to all
Everyone will be able
to travel
spontaneously and
independently.
Reduce the difference between total public
transport network journey time and total
step-free public transport network
4-minute
difference 2041
We will work with TfL to prioritise
investment in accessibility
improvements to Underground
and DLR stations within the
Square Mile, beginning with
making Bank Station accessible.
Our ambition is that all stations
within the Square Mile are
accessible by 2044.
45
Outcome 7: Journeys by public transport will be pleasant, fast and reliable
Bus journeys will be
quick and reliable, an
attractive alternative
to the car
Annualised average bus speeds, base
year 2015/16 6.7 2041
The City proposes a number of
measures that, in conjunction
with TfL’s proposed changes, will
aim to improve bus journey times.
Our traffic reduction ambitions will
also provide significant bus
priority in the form of better traffic
flow for all street users.
46
Appendix 1.
City of London Local Implementation Plan – 2019/20 – 2021/22
Requirements for Local Implementation Plan submission
Requirement of Local Implementation Plan submission
Page number
R2 R6 Introduction 3
R3 R4 1. Policy Context 5
R7 R8 R10 R11 2. City of London Transport Strategy delivery of MTS Outcomes 9
R13 (ST01) 3. Linkages between Delivery Plan and Mayor’s Transport Strategy outcomes 10
R17 ST04 4. Three-year programme for TfL funding 12
* Provisional requests 15
R18 Supporting commentary for the three-year programme 19
R15 (ST02) 5. Proposed funding strategy – 3-year programme 20
R16 (ST03) 6. .Delivery Plan Medium to Long-term Programme 27
R14 7. TfL Business Plan 33
R19 (ST05) R20 8. Risks to the delivery of the three-year programme 35
R23 R24 9. Monitoring the delivery of the outcomes of the Mayor’s Transport Strategy 39
47
R5 Integrated Impact Assessment – separate report
R20 R21 R22 (ST06) Annual spending submission Appdx 2
Appendix 2: TfL comments on draft LIP Delivery Plan
TfL comments on draft LIP Delivery Plan
Comment Response
1.LIP guidance requirements
1.1 The City should outline at the start of the Transport Strategy, the democratic process that the City follows in order for the Transport Strategy/LIP to be signed off. This is a requirement set out in the LIP Guidance.
Additional section added to Introduction
1.2 The City should provide a statement in the main Transport Strategy/LIP referencing the IIA that has been completed. It’s noted that an IIA was submitted as part of the draft for consultation.
Further detail added on IIA in Section 1
1.3 The City should give reference to the other core Mayoral strategies that are relevant to the Transport Strategy/LIP, setting out why they are important to the City and how they might influence the Transport Strategy/LIP (other strategies that might be of relevance include the London Plan, London Environment Strategy and strategies on economic development, housing, health and culture).
Further detail added on regional policy in Section 1.
2.Objective setting – Mode share
2.1 It is noted that the City’s Transport Strategy/LIP sets out a clear vision, aims and 10 outcomes detailing how the City will deliver the strategy/LIP.
No action
2.2 We welcome the level of ambition that has been demonstrated in the Transport Strategy/LIP, particularly around reducing traffic volumes and prioritising walking, cycling and public transport.
No action
3.Objective setting – MTS Outcomes
3.1 All requirements met. No action
3.2 It is important that the City work closely with neighbouring authorities in order for the benefits of traffic reduction, and the other ambitious outcomes set out in the Transport Strategy/LIP, to be felt at a sub-regional level.
Noted – no action in document
3.3 The City could expand on some of the public transport elements that feature in the final section of the Transport Strategy/LIP to outline further aspirations for public transport services to, from and within the City.
As the City supports the aspirations in the MTS for public transport there are no additional points to be included. The Transport Strategy has been updated to include: The Mayor and TfL have laid out ambitious plans for expanding the Capital’s public transport networks to address the additional pressures this growth will place on these services. We will work with TfL to support the delivery of these aspirations to ensure the public transport network continues to meet the needs of people travelling to and through the Square Mile.
Borough targets
4.1 The City needs to set a 2021 target for the Active, efficient and sustainable mode share Outcome – this is a key outcome for the MTS so all boroughs are asked to set a target for both 2021 and 2041.
Section 9 - additional target for 2021 added.
4.2 It is noted that a more ambitious target has also been set for 2041 for Outcome 3a – the City should provide a short narrative in the table provided in the delivery plan submission, however the main Transport Strategy document clearly sets out the City’s ambitions on reducing traffic over the course of the strategy.
Section 9 updated to include: The Transport Strategy sets ambitious targets which should contribute positively to MTS outcome 3, (Proposal 11) with a combination of measures designed to take a proactive approach to traffic
reduction. Reductions in all types of motor traffic will be required to meet this.
4.3 It is noted that the City has set its Vision Zero target of 0 for 2040, a year earlier than the MTS aim for 2041. If this is intentional then the more ambitious target should be supported by a short narrative explaining why a more ambitious target has been set.
Section 9 updated to include: This date (where the MTS date is 2041) is aligned with the actions in the Transport Strategy which are set to deliver a reduction in KSIs
4.4 Following the moves to new collision reporting systems – the Case Overview and Preparation Application (COPA) for the Metropolitan Police Service and Collision Reporting And Sharing (CRASH) for the City of London Police – we have now completed initial back estimates for the number of people killed or seriously injured (KSI) for each borough between 2005 and 2017 (contained in the 2017 ‘Casualties in Greater London’ factsheet, available on the TfL website alongside supporting data tables at https://tfl.gov.uk/corporate/safety-and-security/road-safety).
Target amended to include an agreed an interim target for 2030 which reflects a more realistic and deliverable target. The 2040/41 target is in line with the TfL recommendation.
4.5 We will issue a revised set of borough trajectories for Outcome 2 and Vision Zero and need boroughs to update their targets to reflect these new trajectories in their final LIP for 2022 and 2030 (2041 is unchanged at 0). The level of ambition remains unchanged, despite these revised figures. The borough is also asked to include the following text in the final LIP under Outcome 2 explaining the reasoning for the change in trajectories and targets: ‘The Metropolitan Police Service (MPS) introduced a new collision reporting system in November 2016 - the Case Overview and Preparation Application (COPA). The City of London Police also moved to the Collision Reporting And Sharing (CRASH) system in October 2015. This has had a number of impacts on the data that is available to Transport for London (TfL), and the London Boroughs in the ACCSTATS database for collision investigation. Under the new systems officers use an ‘injury-based assessment’ in line with DfT STATS 20 guidance and online self reporting is available. Both of these
See above and City of London is not in a position to undertake the full back casting exercise as it does not yet have full 12 months of data collected under the new system. Data analysed so far though indicates a similar position to other London Local Authorities. The City of London has proposed an alternative trajectory to 2030 and 2040/2041. These figures are reflected in the table for the 2022 target. This has been discussed in detail with TfL. Once the back-casting exercise, as described below, has been completed to provide a new baseline for 2005/9 and 2010/14 these targets will be reviewed. Explanatory text added.
changes are expected to provide a better assessment of injury occurrence and severity but have made data collected from November 2016 onwards difficult to compare with earlier data. TfL commissioned the Transport Research Laboratory (TRL) to undertake a back-casting exercise to enable pre-November 2016 data to be compared with post November 2016 data. These initial back cast estimates include the number of people killed or seriously injured (KSI) for each borough between 2005 and 2017 and this data has been used to update borough targets to align with those contained in the Mayor’s Transport Strategy, namely a 65 percent reduction in KSIs by 2022 against the 2005-09 baseline, a 70 percent reduction in KSIs by 2030 against the 2010-14 baseline and zero KSIs by 2041. The targets contained in this final version of our LIP have been set against Outcome 2 for Vision Zero to reflect the reporting changes. The level of ambition remains unchanged, despite these revised figures.’
5.Delivery Plan – Longer term
5.1 The City could provide an expanded commentary to support the longer term plan that has been submitted in the LIP delivery plan document. This should reflect how the listed schemes address the relevant MTS outcomes.
Additional commentary provided in Section 6.
6.Delivery Plan – 3 year programme
6.1 All requirements were met for the three year plan section of the LIP delivery plan submission.
No action
7.Delivery Plan – 1 year programme
7.1 It is noted that the Pro Forma A was submitted alongside the Transport Strategy/LIP submission. More detailed feedback will be provided by Network Sponsorship, but the form needs to contain more detail as some sections have not been completed.
ASS Proforma A was resubmitted with additional information in December 2018; this will be resubmitted with LIP to reflect final annual settlement figure for 2019/20.
8. Delivery Plan – General
8.1 The LIP delivery plan should be more clearly linked to the main Transport Strategy/LIP document, either by more clearly referencing it in the main document or perhaps by including it within the main document as an appendix.
Noted and additional comment in Transport Strategy: This Strategy, together with a separate LIP Delivery Plan, will form the City of London Corporation’s Local Implementation Plan (LIP). The City Corporation, along with London’s 32 boroughs, is required to produce a LIP that details how we will support the delivery of the MTS. Our draft LIP Delivery Plan is published alongside this draft Strategy and provides more details of the alignment between our visions, aims, outcomes and proposals and the MTS. It sets out schemes and projects to deliver the transport proposals, essentially those funded by TfL, and also supported by other funding as appropriate. This is available on the Transport Strategy website